Power transmission



Nov. 25, 1941. c. VMcm-:CHM 2,264,001 POWER TRANSMISSION l Filed Nov. 1, 1 940 4 sheets-sheet 2 INVENTOR 42,@ @am ATTORNEYS.

Nov. 25, 1941. l, c, McKEcHNlE 2,264,001'

POWER TRANSMI S S ION UNITED STATES PATEN Patented Nov. 25, 1941 2,264,001 l POWER TRANSMISSION Ian C. McKechnie, Detroit, Mich., assigner to Chrysler Corporation, Highland Park, Mich., a corporation of Delaware Application November 1, 1940, Serial No. 363,946

28 Claims.

copending application of Carl A. Neracher et al..

Serial No. 335,310, led May 15, .1940.' In such transmission systems, the engine ignition sometimes is grounded beyond the desired momentary period either as a characteristic of the transmission control mechanism, because-of failure of the mechanism to properly function, sticking of the grounding switch, or for other reasons. When the ignition system is thus interrupted, usually by grounding the same, the engine is rendered inoperative so that the car cannot be driven under its own power, or the change speed mechanism does not function properly. n

It is an object of myV invention to provide improved means for overcoming the aforesaid difculties.

. Another object is to provide improved means for momentarily interrupting the ignitionfor a predetermined desired interval of time, the ignition being automatically restored regardless of whether `the mechanism responds normally to suchminterruption in eifecting- .disengagement of the control elements. Y Another object is to provide a simplified means of momentarily releasing'the torque at the control elements to facilitate their release; also toy provide such means whereby the usual interrupter switch and its mechanism actuating' means may be eliminated.

Another object is to provide torque releasing means automatically operating by utilizing an electrical element inductively related to an appropriate part of the transmission control mechanism.

In carrying out my invention I preferably provide an electromagnet having a coil, herein termed a primary coil for convenience of reference, this coil being adapted for energization control, either -de-energization or energization or variation in its energization, whereby to effect disengaging control on the releasable or shiftable drive control element. It is well known that when a coil is (c1. u m) subjected to such'energization change, an appreciable time interval occurs before the impressed electrical current stabilizes itself through the coil. This is occasioned by opposition to the change by reason of an induced current'set up in the coil. `Thus where the electromagnetis in the'form of a solenoid, the solenoid coil has a definite time build-up depending on the number of turns in the coil, the impressed current, and other known factors. If the energization of the coil is changed from zero to a predetermined value, or from this value to zero, or from one value to another, a definite time interval or 4lag will occur before the coil reaches stability under the new condition. In carryingout my invention, I provide what may be termed a secondary coil disposed either around or adjacent one end of the primaryl coil so that it is inductively related with respect to the primary coil. By such arrangement a current will be induced in the secondary coil during the time lag incident to any of the aforesaid energization changes of the primary coil. I have provided means for utilizing this induced current to control torque impressed at the drive control elements so as to enable their relative disengagement. Inasmuch as the value and duration of the induced current is a function of the characteristics of vthe primary coil together with readily determinable fac- Vtors of the secondary coil, such as the number of turns inthe secondary coil, proximity of the secondary coil to the primary coil and other factors, it is possible by properA relationship between all the factors involved, to obtain an .induced current ,inthesecondaryoil of desired value and vduration to accomplish Ithe intended functions and once established the device will always operate constantly insofar as there is no change in the factors involved.

In order to illustrate the principles involved in my invention AI will describe in detailv several typical systems of control in which the primary coil is changed in energization from zero to a predetermined value at `the time ,of utilizing the' current induced thereby for relieving the torque load at the drive control elements.

A further object of my invention, in a modied aspect, is to provide induction controlled torque-relieving means which is responsive in its operation to movement of an appropriate part of the operating mechanism for moving the drive control element or to some part l-which moves as an incident to movement of the drive control element. l

In carrying out such modied form I either provide an arrangement for relatively moving a permanent magnet and a coil so as to induce the Current for controlling the torque-relieving means, or I provide an arrangement for relatively moving a core of iron or equivalent conductor material and lan assembly of primary and secondary coils. In the latter instance the secondary cil is arranged to control the torque-relieving means and the primary coil is either constantly energized during vehicle driving or energized as an incident to operation of the transmission control mechanism in bringing about movement of the drive control element.

In my invention, according to said modifications, the torque-relieving means is caused to function as many times or for'such duration as may be necessary in order to bringabout the desired movement of the drive control element inasmuch as the operationof the torque-relieving means is a function of movement of the *drive control element or a part operably. associated therewith.

It is therefore a further object of my invention to provide induction control means for the torque-releasing means which is 'capable of automatic .response in its operation to a variety of conditions experienced as an incident to move- --ment of the drive control element.

Fig. 13 is a view generally similar to Fig. 1l but illustrating a modified arrangement of induction control.

Fig. 14 is a similar view illustrating a further modified arrangement of induction control.

Fig. 15 is a similar view illustrating another modified arrangement of induction control.

. While my control may be employed in con junction with various types and arrangements of motor vehicle transmissions, in order to illustrate one driving system I have shown my invention in connection with certain salient parts of the aforesaid-Neracher et al. application.

In the drawings A represents the internal combustion engine which drives through iiuid cou- B and conventional type of friction main "clutch C to the speed ratio transmission D whence the drive passes from output shaft to drive the rear vehicle wheels in the usual manner.

The engine crankshaft 2| carries the vaned iiuid coupling impeller 22 which in the well known manner drives the vaned runner 23 whence the drive passes through hub 24 to clutch driving member 25. This member then transmits the drive, when clutch C is engaged as in Fig. 2, through driven member 23 to the transmission driving shaft -21 carrying the main drive pinion 28. A clutch pedal 29 controls clutchC such that when the driver depresses this pedal, collar 30 is of the transmission mechanism functioning to ground out the engine ignition longer than a. de-

sired predetermined time.

Further objects and advantages of my invention reside in the novel combination and arrangement of parts more particularly hereinafter described and claimed, reference being had to the accompanying drawings in which:

Fig. 1 is a side elevational view showing the motor vehicle engine and power transmission.

Fig. 2 is a longitudinal sectional elevational view through the main clutching mechanism.

Fig'. 3 is a similar view through-the change speed transmission.

Fig. 4 is a detail enlarged view of the blockerA clutch as seen in Fig. 3.

Fig. 5 is a sectional plan view illustrated as a development according to line 5`5 of Fig. 4, th automatic clutching sleeve being released.

Fig. 6 is a similar view showing the automatic clutching sleeve in its intermediateA shift position during the drive blocking condition.

Fig. 1 is a similar view showing the automatic clutching sleeve in its coasting relationship for the Fig. 6 showing, the clutching sleeve being unblocked during coast for its clutching movement.

Fig. 8 is a similar4 view showing the automatic clutching sleeve in full clutching engagement.

Fig. 9 is a view similar to Fig. 5 but showing the automatic clutching sleeve in its other intermediate shift position during the coast blocking condition.

Fig. 1o is Aa diagmmmatic view of the contr mechanism for the automatic clutching sleeve, the latter being shown in its released position.

Fig. 1l is a similar view ofa portion of the Fig. l0 control mechanism in another operating position. y

Fig. 12 is a diagrammatic view illustrating the .characteristics of my primary and seconda coils.

atl

thrust forward to cause levers 3l to release the clutch driving pressure plate 32 against springs 33 thereby releasing the drive between runner 23 andvshaft 21. The primary function ofthe main? clutch C is to enable the driver to make manual shifts in transmission D.

Referring to the transmission, pinion 23 is in constant mesh with gear 34 which drives countershaft 35 through an over-running clutch E- of the 'usual type such that when shaft 21 drives in its usual clockwise direction (looking from front to rear) then clutch E will engage to lock gear 34 to countershaft 35 whenever the gear 34 tends to drive faster than the countershaft. However,

whenever this gear- 34 tends to rotate slower than the euntershaft then durch E win automatmany release whereby shaft 21, under certain conditions, may readily drop its speed while counter-v shaft 35 continues to revolve.

Countershaft 35 comprises cluster gears 36, 31 and 38 which respectively provide drives in nrst, third and reverse. Freely rotatable on shaft 23 are the nrst and third driven gears 33 and 43 respectively in constant mesh with countershaft gears 3S and 31. A hub 4| is splined on shaft 23 and carries therewith a manually shiftable sleeve 42 adapted to shift from the Fig. 3 neutral position either rearwardly to clutch with teeth 43 of i gear 33 or else forwardly to clutch with teeth 44 of gear 40. Sleeve 42 is operably connected to shift rail 45 adapted for operation by any suitable means under shifting control of the vehicle driver.

Shaft 23 also carries reverse driven gear 43 ilxed thereto. A reverse idler gear 41 is suitably mounted so that when reverse drive is desired, idler 41 is shifted into mesh with gears 33 and 43.

First, third and reverse speed ratio drives and neutral are under manual shift control of the vvehicle driver, the main clutch C being-released by depressing pedal 23in shifting into any onepinion 28 thence through gear 34 and clutch E tocountershaft 35. From the countershaft the drive is through gears 36, 39 and sleeve 42 to shaft 20.

Third is obtained by shifting sleeve 42 to clutch with teeth 44, the drive passing from the engine to the countershaft as before, thence through gears 31, 48 and sleeve 42 to shaft 28.

Reverse is obtained by shifting idler into mesh with gears 38, 46, sleeve 4 2 being in neutral, the

reverse drive passing from the engine to the countershaft 35 as before, thence through gears 38, 41 and 46 to` shaft 20.

Slidably splined on teeth 48 carried by gear 49 is the automatic clutchingb sleeve F which, under certain conditions, is adapted to shift forwardly to clutch with teeth 49 carried by pinion 28 thereby positively clutching shaft 21 directly to gear 40. This sleeve F is adapted to step-up the speed ratio drive from first to second and from third to fourth which is a direct drive speed ratio. Control means is provided which limits clutching of sleeve F to approximate synchronism with teeth 49 and also to a condition of engine coast, sleeve F being prevented from clutching during that condition known as engine drive as when the engine is being'speeded up under power.

When driving in first, second is obtained by the driver releasing the usual accelerator pedal 50 to the Fig. 6 position of drive blocking and will thereby allowing spring |50 to close the engine through sleeve F to gear thence through gears' 31, 36 and 39 to sleeve 42 and shaft 29, the clutch E overrunning.

When driving in third, fourth or direct is ob- 42 to shaft 28, clutch E overrunning as before.

Referring to Figs. 4 to 9 there is shown the blocking means for controlling clutching shift of sleeve F so as to limit clutching thereof to engine coasting and synchronous relationship of the clutching parts. Sleeve F is provided with a series of pairs of what maybe termed long and short teeth 59,. 5| certain of which may be bridged or joined together. A blocker ring 52 is provided with blocking teeth 53 which either lie in the path of forward shift of teeth 50 or 5I or else between these teeth to allow clutching remain in this blocked position as long as the engine drives the car in first or third.

If now the driver releases the accelerator pedal y so thatthe engine may coast down under accommodation of over-running clutch E, while sleeveY F is urged forwardly, then when pinion 28 is rey ducedin speed to that of sleeve F slight` further drop in speed of pinion 28 for a fraction of a revolution below the speed of'sleeve F will cause blocker 52 to rotate slightly relative to sleeve F until blocker teeth 53 strike theadjacent sides ofr long teeth 50 as in Fig. '1 thereby vlimiting further reduction in speed of the blocker relative to sleeve F. At this time the sleeve F is free to complete its forward clutching shift with teeth 49, as in Fig.' 8, the blocker teeth 53 passing between adjacent long and short teeth 50, 5I With the sleeve F thus clutched during enginecoast,

a two-way'drive is established in second or fourth depending on whether. the manually shiftable sleeve F wasset for rstfor third just prior t0 the clutching shift of sleeve F. n Y n Inthe event thatfsleevel YF is urged forwardly from its Fig. 5 position atthe time when the gear l 48.l is rotating faster `than pinion 28, then the blocker 52 will lag behind the sleeve and will be blocked by engagement of. long teethI 50 with the.

blocker teeth 53 as shown in Fig. 9, `This is referred to as the coast blocking condition. Ir now the engine is speeded up by the driver depressing `the accelerator pedal in the usual manner, thenthe engine and ,blocker 52 rotate forwardly and blocker teeth 53 move over to the Fig. 6, drive blocking position thereby jumping the gap between teeth 50 and 5I. This y,is the 'primary reason for providing the long and short teeth whereby sleeve F clutches only fromA the drive blocking condition followed by engine coast which protects the teeth and avoids harsh clutching effects on the passengers and transmission mech-l anism. Qn accelerating the engine from the Fig. 9 coast blocking condition, the engine comes up to a speed limited by engagement of the overrunning clutchE lfor drive in either first or third depending on the setting of the manual shiftablesleeve 42. Then on releasing the accelerator pedal the sleeve F will synchronously clutch with teeth 49 during coast to step-up the drive to either second or fourth as aforesaid'. n

The transmission isV provided withsuitable prime mover means for controlling shift of sleeve F along with several control means. Referring particularly to Figs. 10 and 11, there is illustrated a pressure fluid operated motor G utilizing air pressure for its operation. For convenience this motor is arranged to operate by the vace uum in the intake manifold system of the enginev shift of sleeve F. Thus, blocker 52 has, at suitable locations, a drive lug 54 engaged in a slot 55 of gear 40. 'I'he blocker is urged under light energizing pressure of spring 56 into constant frictional engagement at 51 with pinion 28 so that the blocker tends to rotate with pinion 28 within the limits afforded by the travel of lug 54 circumferentially in slot'55.

During drive in first and third, the speed of shaft 21 exceeds the speed of gear 40A so that, if

sleeve F is fully released, the parts will, be positioned as in Fig. 5 wherein the blocker teeth 53 vaxially in alignment with the short teeth 5|.

If now the sleeve F is urged forwardly it will move of lever 59 is a follower rod 62 guided in a sup-v port 63 and in the rubbersealing boot 64 carried -by cylinder 65 which 'contains the diaphragm piston 66 urged in a direction to release sleeve F by a spring 61 which is much stronger than spring 58. Diaphragml piston 66 is connected to a reciprocatory member or leader rod 68 which has a rear extension 69 aligned with rod 62.

In carrying out my invention I provide means which functions to relieve the thrust-application |1| having the primary terminal 616.

between the teeth of sleeve F the teeth I6 thereby facilitating movement of the drive-control sleeve F from its engaging relationship into its disengaging relationship with respect to the teeth 46. Where the relief of the thrust-application is effected by momentaryv interruption of the engine ignition system, this means: may take the following form. Y h

The solenoid H comprises a coil 1| herein termed a primary coil and in inductive relationship with this coil, such as surroundingthe same,l f I arrange a second or secondary coil 1I one end.4 of which is grounded at |16 Van:l Ythe other end of which extends by a conductor 216 to a relay 31|. The ignition system, hereinafter described in further detail, comprises the usual distributer From terminal 616 there extends the grounding conductor 616 which also leads to the relay 116.

Relay 316' comprises switch means having a fixed switch point 11| to which conductor 616 extends. A movable switch point 61| is normally ase-goor 69 in advance of rod 62-for interrupting the ign ition, rod'66 could, if desired, now be always directly connected to rod 62. However, I have may be applied to devices already in use.

When the latch 13 is -released with the parts positioned asin Fig.'1v1, sleeve F being clutched, the spring 61 operates to close the gap 1.6 at the lost-motion between rod portion 69 and rod 62 where the mechanism is arranged to provide this separated from switch point 116 and is grounded when subjected to energizat'ion in the Fig. 10

gap. In any event, whether or not the gap is employed, the release of the holding means, such as latch 13, is effected by energizing coil 1| and this brings relay 316 into operation to momentarily interrupt the ignition. Ordinarily, when the ignition is thus interrupted, thereby relieving -the thrust-application at the teeth of sleeve F, g5 spring 61 then causes fur-'ther movement of rod system and curve 31|, which is a sine c urve, illus- 1| is utilized to operate relay 31| to interrupt the ignition and then automatically restore the same in response to the build-up in the primary coil. Thus when the primary coil is energized, an induced electrical current is established in an in- 66 to thrust on rod 62 and release sleeve F,

By reason of my invention the ignition system will be restored even though members 66 and 62 do not complete or even start their stroke which imparts releasing movement to sleeve F. Thus, let it be assumed that the sleeve F fails to releasingly move when the rod 66 moves as aforesaid to,take up `gap 16. When this occurs the ignition is interrupted and ordinarily the engine would be dead. However, after build-up of the primary coil the induction circuit falls oi! duction circuit as follows: ground |16 and coil r616 to engage switch lpoint 11| as long as'the induced current is of required strength to overcome the light restoring spring 61| When these switch points are engaged, the ignition is grounded and the engine rendered inoperative such that it begins to coast instead of driving. 'I'his ignition grounding circuit comprises primary terminal 61|,` conductor4 616 thence through the relay switch 11.6, 61| to ground 61|. As the induced current in the secondary coil tapersofi, the relay switch opens and the engine ignition system is restored to normal operation after a predetermined interval Vof time which may be readily varied as desired by changing one or more of the aforesaid factors which give rise to the characteristics illustratedbycurves 21| and 31|.

It will be noted that the ignition system' is momentarily interrupted for a predetermined interval of time, the restoration occurring independently of whether or' not the sleeve F has functioned properly during the interruption to move rearwardly into its released position.

Rod 66 is formed with a detent 12 which 'coand relay 31| automatically acts to restore the ignition.

'I'he vacuum supply to chamber 14 is under control of solenoid H which comprises an armature plunger 66 having valving parts 6|, 62. In Fig. 10 the solenoid H is energized thereby raising plunger 66 against spring 63 to seat valve 62 and shutoff the vacuum supply to chamber 1| and at the same time unseal valve 6| so as to x' vent this chamber through passage 66, chamber 66 and vent passage 66. When the solenoid is de-energized then spring 63 lowers plunger 66 thereby seating valve 6| to shut on.' vent 66 and open valve 62 as in Fig. 11 thereby-opening chamberk 1| to the engine intake manifold K through passage 6|, chamber 66', and pipe 61.

A certain lost motion is provided between plunger 6| and the inwardly bent finger 13' of latch 13 so that when the plunger moves downwardly the latch may subsequently catch at detent 12 when vacuum operates piston 66, the parts then remaining in the Fig. 11 position independently of vacuum in chamber 1| until solenoid H is energized to release the latch and vent charnber 1|.

It is deemed preferable to provide a speed control on the energization of solenoid H so as to insure automatic release of sleeve F below a predetermined car speed and automatic engagement of sleeve F above a predetermined car speed. Whenever the car is in forward driving condition the manual sleeve 42 is eithereshifted rearwardly to the low range or forwardly Vtothe high range so that by driving a governor from the countershaft 36 it is possible to provide a speed control operated proportionate to the speed of travel of the car. Driven from countershaft gear 66 is a governor J of any suitable type, this governor operating a sleeve 86 outwardly along its drive ,'operative.

shaft 90 as the car speed reaches a, predetermined point, the break-away being under control of a detent 9| if desired.

The sleeve 89 has a shoulder 92 engaged by the swinging switch piece 93 of the governor switch 94. When the car is stationary the detent 9| is engaged and switch 94 is closed. As the car slows down, the governor spring 95 restores the parts to the Fig. position and by proportioning the various parts it is obvious that switch 94 may be made to function at desired speeds proportionateto car travel. As an example of one arrangement of governor operation and gearing arrangement, the governor may be made to open switch 94 during car acceleration in first and third respectively at approximately 7 and M. P. H. (miles per hour), the switch 94 closing on stopping the car in direct and second at approximately 7 and 3 M. P. H. respectively. The driver operated ignition switch is designated at L and comprises a conductor 96 which, in the Fig. 10 position showing the switch on or closed, electrically connects contacts 91 and 98. Contact 91--fextends by conductor 99 to ammeter |00.and thence by conductor |0I to the usual storagerbattery |02 and thence to ground |03.` .Contact 98 has a conductor |04 extending therefromV to the engine ignition system herein shown in part as comprising coil |05 and distributor 410 having the aforesaid primary terminal 510.

A second conductor |08 extends from contact 98 to the primary coil 10 of solenoid H and thence I by conductor |09 to two conductors III and IIZ,

the former `extending to governor switch 94 and thence to ground ||3. Conductor II2 extends to kickdown switch I I4 and thence to ground I I5. The switch II4 is normally open and is closed preferably by a full depression of accelerator pedal 50 acting through link I|6 and a bellcrank lever ||6 pivotally mounted at I |61. Lever I I6a actuates a link I6c which extends forwardly to adjust the engine throttle valve lever I|1. When pedal 50' is thus depressed, the lever I1 is positioned to fully open the throttle valve I|8 and as the throttle valve is adiusted-in its wideopen range the lever IIB closes switch ||4 to effect a step-down in the transmission from fourth to thi-rd or from second to first by enerextends through conductor |08 and solenoid H rand thence by conductors |09 and to switch 94 and ground ||3. 1

` such mechanism attendant to the aforesaid inter- The kickdown solenoid circuit is the same as Y the governor solenoid circuit to conductor |09 whence this circuit extends by` conductor ||2 to kickdown'switchl I4 and ground I,I5. Y

The engine ignition circuit is the same as 'the governor solenoid circuit up to the ignition switch L whence this circuitextends by conductor |04. to coil |05 and distributor 410.'

In theaforesaid Neracher et al. application there is set forth certain circumstances, underl which the transmission becomes locked-up, with so as ordinarily to render the engine ignition in- With my invention the ignition system is automatically restored under such conditions making it possible for the engine to operate to drive the car and to unload the teeth of sleeve mechanism so as to permanently ground theignition and in this connection the gap at 16, when employed, no longer gives rise to undesired prolonged ignition interruption as heretofore an interrupter switch was closed when gap 16 was taken up, the interrupter switch being mechanically operated in response to initial rearward movement of rod 68. My invention eliminates rupter switch.

In the operation of the mechanism, the-car at standstill and with the ignition switch L closed and the engine idling will cause the solenoid H to be energized as in Fig. 10 because governor switch 94 is closed thereby establishing the governor solenoid circuit. Cylinder 14 is vented and sleeve F disengaged. The driver shifts sleeve 42 to either the high or low'rangeand accelerates the car ordinarily above the critical speed of governor J thereby causing switch 94 to open to break the governor solenoid circuit. As vacuum builds up in the engine intake manifold- K, plunger now being lowered by'spring 83 because switch 94 is open, piston 66 will be operated by vacuum thereby moving rod 68 to its Fig. 11 latched position. As soon as the driver allows the vengine to coast, sleeve F will engage teeth 49 synchronously, to step-up the drive to either second or fourth although the step-up will' be delayed until engine coast thereby'enabling drive in the slower driving ratio of first or third as long as desired.y I

If the car is initially accelerated in first above thegovernor critical speed and the engine allowed to coast, then second will automatically become operative. .Then if the driver shifts sleeve 42 forwardly to the high range, third will of course be skipped and fourth will be obtained because sleeve F will remain engaged, Ordinarily, especially where the car is equipped with a fluid coupling B, the sleeve 42 may be left in its high range and all starts and stops made without further shifting. This is possible owing Yto slippage in the fiuid coupling when stopping the car for a traii'ic light and is'practlcable because the fiuid coupling allows high engine torque for favorable car acceleration and because governor J directs a downshift on bringing thecar to rest. l

Thus there is automatically provided afavorable torque-multiplying gearing for starting, as in third. v

Whenever the car is driving in fourth or second above the governor critical speed, a full depression of the accelerator pedal will cause the transmission to step-down to third or first, the

gizing the kick-down 'solenoid circuit and causing solenoid H to raise plunger 00 and releaselatch 13 therebyventing chamber 14. At this time the sleeve Fis under driving torque'from the'engine.

operating vunder wide open throttle. However, when latch 13 is'released, spring 61 operates vrod 68 'rearwardly and at the same time the ignition system is interrupted'undercontrol of relay 310. This relieves the torque at sleeve Fand spring 61 ordinarily operates to fully release. the sleeve whereupon the ignition isl restored under control of relay 31|! and the engine quickly speeds up to engage overrunning clutch E for establishing the third or first driving ratio depending on the setting of sleeve 42 prior to the kick-down operation. If the sleeve F is not released during the ignition interruption then the relay will in any event operate to restore the ignition and prevent `a dead engine condition.

On -bringing the car to a stop when sleeve F is clutched as in fourth for example, the governor J opens governor switch 94 so as to de-energize solenoid H, vent chamber l14 and cause release of sleeve F so that ythe car will be started in third, assuming the manual sleeve 42 to be left in its forward high range shift position. Here again.

the ignition will be automatically restored if for 66. The induction circuit is now controlled as a function of movement of some part operatively associated with the movable drive control element herein illustrated as a shiftable clutch sleeve F. This part may be the rod Il and in Fig. 13 I attach to the front end of this rod a permanent magnet M of an electromagnet such that this magnet M moves as a fixed part of rod 8l. The magnet thus comprises the core or moving armature of the electromagnet and has its opposite poles at its axial end portions and when it moves along its axis it will induce a current in the coil N which is inductivelyassociated with the magnet as by positioning the coil to lie closely around the magnet when the rod 68 is held in its Fig. 13

and is otherwise surrounded by a casing of iron p |21 or equivalent. The induction circuit now comprises ground |22, coil N thence through conductor |23 to the same relay 310 andground 21| such that the relay will function in response to the induced current to ground the engine ignition system by ground conductor 610, relay switch 110 and ground 910.

When the parts are positioned as in Fig. 13 the gap 16 now has particular significance in accommodating movement of rod Il rearwardly sumciently to cause magnet M to establish an induced current in coil N thereby grounding the ignition system so as to accommodate further movement of rod 88. This further movement of rod 68, after taking up gap 'It and establishing a thrust-transmitting relationship between rod por.. tion 82 and follower rod I2, then serves to move sleeve F into its Fig. 3 released positlon. In the event that the direction of torque'between sleeve F and teeth 4l changes from drive to coast load, for example. before the sleeve F is fully released and while the ignition is grounded by reason of movement of rod il and magnet M rearwardly, the ignition is not thereby interrupted for'an un' verse and during this interval the rod 48 and magnet M again move rearwardly and if the sleeve F is not then fully released the cycle of ignition interruption and restoration is again repeated. Ordinarily the sleeve F will release during the rst interruption of the ignition system but if it resists such release by tendency of the parts to stick, as in cold weather, then my mechanism functions to move the sleeve Fin progressive stages of shift and in no event will thev ignition interruption be unduly prolonged as it is automatically restored approximately as soon as movement of magnet M ceases.

The Fig. 13 mechanism otherwise operates Just as recited for the Fig. arrangement, the solenoid H being energized to vent chamber 14 and allow spring 61 to force rod reamardly to urge disengagement of sleeve F from teeth 4I whenever either the switch 94 closes or the kick-down switch H4 is closed. Engagement of sleeve .F as an incident to coast of the engine, when switches 94 and ||4 are open. is just as previously set forth and need not be repeated.

Referring now to Fig. 14 I have illustrated another modified arrangement of induced current control for effecting ignition interruption. Instead of a permanent magnet M as in Fig. 13, I now provide electromagnetic means comprising an ordinary plunger or core-piece 0 carried by the rod 6I. 'I'his movable core is of iron or equivalent and surrounding the core is a primary coil |24 and a secondary coil |25 inductively associated therewith. One end of coil |24 is grounded at |2l and the otherend is connected by conductor |21 to the conductor Ill so that the primary coil |24 is supplied with a steady current from battery |02 whenever the ignition switch L is closed. The secondary coil |25 extends' between ground Ill and relay 31| just as in Fig. l0.

In operation, when the kick-down switch II4 is closed with the parts in their Fig. 14 position, movement of the core O in taking up gap 1l will cause a current to be induced in the secondary coil |25andthiswillactjustasinFig.13toin terrupt the ignition so that the sleeve F will be released upon further movement of rod Il. Also, as for Fig. 13, a sexies of momentary ignition interruptions will be effected if the sleeve F should desired length of time because under these con- .ditions the sleeve F ceases to move rearwardly and likewise magnet M ceases its rearward movement.

This automatically causes the induced current to fall of! with the result that relay switch 11| opens tend to lag, thereby insuring successive increments of sleeve movements by-spring 61 during periods of torque reversal. Otherwise the Fig. 14 system operates Just as described for the Fig. 10 system.

'I'he Fig. 15 modification is identical to Fig. 14 except that the primary solenoid |24 has its grounding conductor |24 connected to the grounding conductor III of solenoid H. Therefore in Fig. 14 the primary coil is not continu-ouai! energized as the primary circuit from switch L and conductor III is not established imtil conductor |2l-is grounded either at III by the kick-- down switch |l4 or at lll by the governor switch 94.

InFlg. lcurrentisinducedinthesecondary coil |24 for grounding the ignition system during the build-up of the primary coil I24-and thereafter whenever the core 0 moves as in lig. 14.

Inoperationthel'ig.l5systemisjustassetforth for Fig. 10 except for the ignition control which. in eifect. isa combination of the Fig. 10 and Ik. 14 arrangementa With the parte as in Fig. 15, when conductor |22 isgrounded as by closing the switch |I4 for kick-down by way of example. solenoidfiisenergiledasbeforetovuitchamduring said drive so as to resist relative disenber 14 and cause spring 61 to urge rod 68 and core O rearwardly to release sleeve F. At the time the solenoid H is energized,primary coil |24 is also energized and during its build-up as explained in Fig. 12, a current is induced in the secondary coil |25 to operate relay switch '|10 and/ground the ignition. Furthermore, movement of rod 68 and H core O rearwardly also cause a current to be induced in the secondary coil thereby prolonging the ignition interruption over the build-up time of the primary coil. Also, if the sleeve F should not release at jthis time, then as in Fig. 14 there will o'ccur cycles of torque reversals and momentary ignition interruptions until the sleeve F is fully released.

I claim:

1. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism includingpositively engageable drivecontrol elements one of which is movable into engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; switch means operable to control said ignition system; an electromagnet comprising a primary coil; .means operable under control of said electromagnet for controlling movement of said moveable element such that said element is urged toward its said disengaging relationship in response to energization of the primary coil of said electromagnet; and a secondary coil in inductive relationship with rei spect to said primary coil for controlling operation of said switch means as .an incident to energization of said primary coil.

2. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism including positively engageable drive- Vcontrol elements one of which'is movable into engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to release said driye, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said `thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; switch means operable to control said ignition system; an electromagnet comprising a primary coil; means operable under control of said electromagnet for controlling movement of said movable element into its said disengaging relationship; and means including a Isecondary coil in inductive relationship with'respect to said primary coil forcontrolling Y mechanism including positively engageable drivecontrol elements one of which is movable into en'- gaging relationship with the other to accommodate said drive and into disengaging relationship drive, said elements when relatively engaged being subject to thrust-application therebetween Awith respect to said other element to release said gagement thereof to release said drive untilsaid thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; an electromagnet comprising a primary coil; means operable underr Y terrupting said ignition system; an electrical relay for controlling said interrupting means; and a secondary coil in inductive relationship with respect to said primary coil for controlling said relay.

4. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive from the engineto the vehicle, said mechanism including positively engageable drivecontrol elements one of. which is movable into engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted torelieve said thrust-application; means for interrupting said ignition system;\'an electromagnet comprising a primary coil; means operable under control of said electromagnet for controlling movement of said movable element intofits said engaging relationship with the other to accom modate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when' relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to releasev said drive until saidv thrust-application is relieved; means for eiect- 4 ing relief of said thrust-application; an electromagnet; means operable under control of said electromagnet for controlling movement of said movable element into its said disengaging relationship; and means including an electricalelement disposed in inductive relationship with said electromagnet for controlling said thrust-relievl t ing-means.4 v

6. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism including positively engageable drivecontrol elements one ofwhich is movable into engaging relationship with the other to accommodate said drive and into disengagingrelationship with respect to said other element to release said drive, saidelements when relatively engaged being subject to thrust-application therebetween during said drive so asto resist relative disengagement thereof to release saiddrive Vuntil said thrust-application is relieved; means for eiect- `ing; relief of said thrust-application; `an electromagnet; means operable under control of said Aelectrically controlled meansy .electromagnet for controlling movement of said movable element into its said disengaging relationship; a relay for controlling said thrust-relieving-means; ancl means disposed in inductive relationship with said electromagnet for controlling said relay. y

7. In a drivel for a motor vehicle having an engine; transmission mechanism operable to provide a drive from the engine to the vehicle, said Y mechanism including positively engageable drivecontrol elements one' of whichis movable into engaging relationship with the other to accomf modate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively'engaged being subject to thrust-application therebetween means. v

14. In a drive for a motor vehicle having an" engine; transmission mechanism comprisingv during said drive s o as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; relay controlled grounding means for said ignition system; electromagnetically controlled means operable to effect disengaglng movement of said movable element; and means inductively associated with said electromagnet for controlling said relay.

8. In a drive for a motor vehicle having an engine; transmission mechanism comprising torque-transmitting drive means releasable upon relief of torque; means for effecting said torque relief; electrically controlled means operable to release said drive means; and means including an electrical element inductively related to said for controlling said torque relief means. f

9. In a drive for a motor vehicle having an engine; transmission mechanism comprising response to driver operation of said throttle controlling means for throttle opening for controlling energization of saidelectrlcally controlled torque-transmitting drive means releasable upon relief of torque; a coil adapted for electrical energization and having a predetermined time characteristic of response to change in its energization; means operable under control of en- `ergization change of said coil for urging release of said drive means; and means operably responsiveto energization change of said primary coil for eilecting momentary interruption of said torque as a function of said time characteristic.

15. In a drive for a motor vehicle having an engine; transmission mechanism comprising torque-transmitting drive means releasable upon relief of torque; an electromagnet having a primary coil adaptedl for electrical energization and having a predetermined time characteristic of response to change in its energization; means operable under control of energization change of said coil for urging release of said drive means;

a secondary coil in inductiverelationship with said primary coil; and means operably responsive to inductive energization oi' said secondary coil for eiecting momentary interruption of said torque as a function of said time characteristic.

16. In a drive fora motor vehicle having an engine; transmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism including positively engageable drivetorque-transmitting drive means releasable upon y relief of torque; relay controlled means for effecting said torque relief; `electrically controlled means operable to release said drive means; and means inductively related to said electrically controlled means for controlling said relay.

10. In a drive'for a motor vehicle according to claim 8; a single driver operable member; and

means operating in response to driver operationl f said single member for controlling operation of said electrically controlled means.

11- In a drive for a motor vehicle according to claim 8; a speed responsive control device operable inl response to predetermined speed of travel of the vehicle; and means operating inv response to operation of said speed responsive control device for controlling operation of said electrically controlled means.-

l2. In a drive for d motor vehicle according to claim 8; a single driver operable member; a speed responsive control device operable in response to predetermined speed of .travel of the vehicle; and means selectively operating in response to driver operation of said single member and to operation of `said speed responsive control device for controlling operation of said electrically.controlled means.

13. In a drive for a motor vehicle having an engine provided with a throttle; means operable by the vehicle' driver for controlling opening and closing of said throttle; transmission mechanism comprising torque-transmitting means releasable upon relief of torque; means for effecting said f torque relief; electrically controlled means operable to release said drive means; means includilm an electrical element inductively related to lid electrically controlled means for controlling mld torque relief means; and means operating in control elements one of which is movable into engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements 'when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; a relay operable to interrupt said ignition system; electrical circuit means, including a coil being subject to thrust-application therebetweenduring said drive so as to resist relative disengagement thereof to release said drive until said thrust-application isrelieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; a relay operable to interrupt said ignition system; electrical circuit means, including a coil adaptedfto be inductively energized, for operating said relay; means operable for biasing said movable element toward its said disengaging relationship; means n for controlling operation of said'biasing means:

and means for inducing an electrical current in said coil thereby to energize said circuit means. 1I. In a drive for a motor vehicle having an engineitransmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism including positively engageable drivecontrol elements one of which is movable into vengaging relationship` with the other to accom,-

modate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged parts for effecting interruption oilsaid ignition system. f-

being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application;v means operably associated with said movable element for urging said movable element into its said disengaging relationship; the last vsaid means including a member adapted for movement as an incident to disengaging movement 'of said movable ele-v ment; and inductively energizable means including a part inductively associated with said member for electing interruption of said ignition system in response to relative movement between said member and said part. 'l f a 19. Ina drivefora motor vehicle having an engine; transmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism including positively engageable drivecontrol elements one of which is movable into engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elementsl when relatively engaged system'. v i 22. In a drive for a motor vehiclehaving an into engaging relationship with the other to accommodate `said drive and into disengaging re-` being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said' thrust-application is relieved; an ignition system for said engine adapted to be interrupted to 21. vIn a drive for a motor vehicle havinganl engine; transmission mechanism operable to provide a drive from the engine to the vehicle; said engageable 1 mechanism including positively drive-control Velements one of which is movable into engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to.

release said drive, said elements when relatively engaged b ein'gsubject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to releaseL said drive until said thrust-application is relieved: an

ignition system for saidengine adaptedto bevinterrupted torelieve said thrust-applicationrcurrent inducingjmea'ns including relatively movable lcoil and permanently magnetized parts inductive'lyV disposedv with respect to eachother; means formoving one of said parts as an inci- 'dent to .disengaging movement of said relatively movable element; and means utilizingcurrent. induced incident'to 'relative movement o f said]y interruption of said ignition parts for effecting engine; `transmission mechanism yoperable to provide aj'drivefrom the engine to thevehicle,

vsaid mechanism including positively engageable drive-control elements one of which is. movable lationship with respect to saidl other element to release said drive, said elements'when relatively engaged 'being asubje'ct to thrust-application eecting interruption engaging relationship with the other to accommodate said drive and into disengaging relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrustapplication is relieved; an ignition system for said engine adapted to be interrupted 'to relieve said thrust-application; a follower member operably associated with said movable element for moving the same into its said disen gaging relation; a leader member adapted for movement relative to said follower member to a position of said leader member providing thrusttransmission to said follower member; current inducing vmeans including relatively movable coil and armature parts inductively disposed with respect to each other; means for eiecting movement of one of said parts as an incident to said `movement of said leader member relative to said follower member: and means utilizing current induced incident to relative movement of said therebetween during lsaid drive so astoresist relative disengagement thereof to vrelease said.. drive until said thrust'-application isf'relieved;V Y anv ignition system forsaid engine adapted to be 1 y interrupted torelieve said thrust-application: Val follower memberoperably associated with said j movableV element for moving the same vinto its `said disengagingfrelation; a leader' member adapted for movement relative to said follower -7 memberto a position of said leader member providing thrust-transmission tosaid follower-mem# ber; currentinducing means includingrelatively movablecoil and permanently magnetized parts inductively disposed with respect to each other; means for eilecting movement .of one of said partsas an incident to said movement of said leader member relative to said follower member; and means vutilizing current induced incident to relative movement of said parts lfor eflectinginterruption off) said ignition system.

23. In a drive for a motor vehicle having an engine; transmission mechanism operable to pro` vide a drive from the engine to the vehicle, said mechanism. drive-control elements one of which is .movable into engaging relationship with the other to accommodate saiddrive and into disengaging relationship with respect to said other element to release said drive, said elements when 'relatively engaged beingl subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof.to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; 'current inducing means'comprising inductively associated primary and secondary coils, and an armature inductively associated with said coils; means for energizing said primary coil: means including positively yengageable for moving said amature as an incident to disengaging movement of said relatively movable element; and means utilizing current induced in said secondary coil for effecting interruption of said ignition system.

24. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism including positively engageable drive-control elements one of rwhich is movable into engaging relationship with the other to accommodate said drive and into disengaging relationshipl with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; an ignition system for said engine adapted to be interrupted to relieve said thrust-application; a follower member operably associated with said movable element for moving the same into its said disengaging relation; a leader member adapted for movement relative to said follower member to a position of said leader member providing thrust-transmission to said follower member; current inducing means comprising inductively associated primary and secondary coils, and an amature inductively associated with said coils; means for energizing said primary coil; means for -moving said armature as an incident' to said movement of said leader member relative to said follower member; and means utilizing current induced in said secondary coil for effecting interruption of said ignition system.

25. In adrive for a motor vehicle according to claim' 23; means operable to urge disengaging movement'of said movable element; and control gization of said primary coil by said primarycoil-energizing means. i

27. In a drive for a motor vehicle having anengine; transmission mechanism operable to provide a'drive from the engine to the vehicle, said mechanism including positively engageable drive-control elements one of which is movable into engaging relationship Vwith the other to accommodate said drive and into disengaging relationship with respect to said other element to release said drivesaid elements when relatively engaged being subject to thrust-application therebetween during said driveso as to resist relative disengagement thereof to release said drive until said thrust-application is relieved; means operable to relieve said thrust-transmission; electrical circuit means, includingv a coil adapted to be inductively energized, for conmeans operable to effect, coincidentally, opera- 26. In a drive for a motor vehicle according to claim 24; means .operable to control said movement of said leader member relative to said follower member; and means responsive to optrolling said thrust-transmission relieving means; and means for inducing an electrical current in said coil thereby to energize said circuit means.

' 28. In a drive for a motor vehicle having an engine; transmission mechanism operable to provide a drive from the engine to the vehicle, said mechanism including positively engageable drive-control elements one of'which is movable into engaging relationship with respect to the other to accommodate said drive and into disengagmg relationship with respect to said other element to release said drive, said elements when relatively engaged being subject to thrust-application therebetween during said drive so as to resistfre'lative disengagement thereof to release said drive until said ythrust-application is re-` lieved; means operable to relieve said thrusttransmission; electrical circuit means, including a coil adapted to be inductively energized, for controlling said thrust-transmission relieving means; means operable for biasing said movable element toward its said disengaging relationship;

means for controlling operation of said biasing means; and means for inducing an electrical current in said coil thereby to energize 'said circuit means.

eration of said control means for effecting ener- IAN c. MeKEcHNm. 

